Method and Device for Communication Between Road Users and/or Pedestrians and a Traffic Infrastructure on the Basis of an Ad-Hoc Wireless Motor Vehicle Communications System for Traffic Control

ABSTRACT

The invention relates to a method and a stationary device for communication on the basis of an ad-hoc interacting motor vehicle communication system, particularly of the wireless variety. Communication occurs between the road users and/or pedestrians themselves and/or between road users and/or pedestrians and the traffic infrastructure wherein, in the near field of a traffic route junction, particularly T-junctions or intersections of traffic routes such as road or railway junctions, a radio transmission/receiving device associated with a first road user continuously transmits a message to at least one second radio transmission/receiving .  device that is associated with a device of the traffic infrastructure and located in the radio coverage range of said first radio transmission/receiving device, the message being transmitted such that a first direction of a change in position of the first road user is detected on the basis of the received message, a history of detected directions is compiled on the basis of these messages, a first correlation is determined between said first direction and the historical directions, a second correlation is determined with the result of said first correlation and a reference traffic lane of pre-plotted traffic lanes at the traffic route junction, said reference traffic lane corresponding to the geographic course and being the basis for road user and/or pedestrian control, particularly when initialising the traffic control, and road users and/or pedestrians being controlled on the basis of said first and/or second correlation.

The invention relates to a method for operating a static device within a system for communication in accordance with the preamble of claim 1 and to the static device for communication within a system for communication in accordance with the preamble of claim 21.

It is known that radio transmission/radio reception devices for communication within a motor vehicle communication system interacting in ad-hoc fashion, for example wirelessly, are being used for communication among road users. Interacting in ad-hoc fashion means what are known as ad-hoc networks, that is to say essentially self-organizing networks formed or operated spontaneously by direct communication by the network nodes involved. In road traffic, this communication normally comprises motor vehicles, which is why it is also called “car to car” (C2C) communication. However, this communication also comprises communication with the traffic infrastructure, which is formed, by way of example, by base stations formed by what are known as “roadside units” (RSU), such as traffic lights, for the purpose of conveying the communication or disseminating information to information networks, or controlling traffic centers, that are connected to the traffic lights. This communication is called “car to infrastructure” (C2I). Since, in principle, motor vehicles are not the only road users, but bicycles or cyclists and pedestrians are also involved, this communication also comprises the interchange of data between radio transmission/radio reception devices operated by them and the radio transmission/radio reception devices operated by motor vehicles. There is no term or acronym derived from English for these but they are included in the term “car to X” technology or communication (C2X) that is known for the generalization of this type of communication.

In this context, this type of communication must be distinguished from the known mobile radio communication, since the former, as a rule, takes place in automated fashion, that is to say predominantly without triggering or required actions from the user and serves the purpose of collecting and interchanging traffic-related data, so that it is ideally possible to react appropriately to all possible traffic situations, for example by means of warnings to the user or automated responses from the motor vehicle.

For the collection of data and particularly the interchange thereof, it is known that each motor vehicle sends out a cyclic message at an interval of a few seconds that contains a vehicle ID and details relating to speed, direction and position.

It is additionally known that controls are performed for road junctions, for example by roadside units (RSUs). Furthermore, it is known that the sequence and timing of traffic light changes vary on the basis of information that comes from a multiplicity of sensors that are accommodated in the ground beneath the roads, for each prescribed lane. The information that is detected and reported, for example on a multilane road, contains the vehicle presence, the vehicle direction and the vehicle speed.

Different sensors are needed in this case in order to allow exact determination of the position and direction of vehicles that are traveling in a particular lane.

These sensors are very expensive and need to be frequently serviced in order to afford accurate functionality. By way of example, known arrangements involve the use of motion detectors, presence detectors, video cameras and other highly developed equipment in order to determine the flow of traffic and to ascertain the presence of vehicles in a particular lane, such as particularly at road junctions.

A favorable solution for position finding and determination of vehicle direction in specific lanes within a traffic area, such as a junction, is within the scope of this invention.

Therefore, the invention is based on the object of overcoming the aforementioned problems of a, in particular motor vehicle, communication system interacting in ad-hoc fashion.

This object is achieved on the basis of the method according to the preamble of claim 1 by the characterizing features of said claim and on the basis of the static device according to the preamble of claim 21 by the characterizing features of said claim.

In the method for communication on the basis of a, in particular wireless, motor vehicle communication system interacting in an ad-hoc manner, wherein the communication takes place among road users and/or between road users and traffic infrastructure,

-   -   a) in the vicinity of a node of traffic routes, particularly         T-junctions or intersections of traffic routes such as road         junctions or grade crossings, a radio transmission/radio         reception device associated with a first road user continuously         sends a message to at least one second radio transmission/radio         reception device, associated with a device of the traffic         infrastructure, that is in a radio coverage area of the first         radio transmission/radio reception device,     -   b) the message is sent in a manner such that the received         message is taken as a basis for ascertaining a first direction         of a change of position of the first road user, and     -   c) the messages are taken as a basis for forming a history about         ascertained directions, and     -   d) a first correlation between the first direction and the         history of directions is ascertained, wherein     -   e) a second correlation with the result of the first correlation         and a reference lane from predetermined lanes at the node of         traffic routes is ascertained, said reference lane being taken         as a basis for control of the road users and corresponding to         the geographical profile, particularly for initialization of         traffic control,     -   f) the first correlation and/or second correlation is/are taken         as a basis for controlling the road users.

This allows the provision of simple determination of the course of the road for vehicles alternatively for traffic monitoring or control.

If, when at least two road users are present, the history is formed by the traffic infrastructure at least on the basis of a relative position of the road users in relation to one another, it is actually possible to ascertain the course of lanes. This also achieves flexible ascertainment of lane changes, for example as a result of closure owing to roadworks. This makes it possible to avoid incorrect controls by lane information that is stored statically in the system and above all also stipulated thereby.

In this context, it is advantageous if when at least two road users are present the history is formed by the traffic infrastructure on the basis of the temporal trend in the position of the first road user within a time window. This affords several advantages, particularly the one that the recorded volume of data to be processed is limited and additionally a constant reference variable exists, which may be useful for further, in particular statistical, evaluation.

In the known systems, it may be advantageous if the length of the time window is stipulated, particularly as one second. Significant results can also be expected over this time.

Preferably, the road users are controlled such that information from signal transmitters, particularly electronic signs, traffic lights, traffic management systems, is changed on the basis of the correlation. This allows prompt control matched to the situation, since signal transmitters, particularly those cited, are in direct proximity to traffic nodes and this proximity has a few advantages, such as that the radio transmission/radio reception devices can be used from relatively short range.

This is advantageous particularly when the message is at least intermittently sent at periodically repeated intervals in the vicinity, particularly the radio transmission/radio coverage area of the device of the traffic infrastructure, as may be envisaged in a further development of the invention. The periodic sending allows the journey of a vehicle to be tracked without radio channels needing to be continuously occupied, for example. This has a resource-saving effect.

If, as envisaged according to one development, the length of the period is stipulated, particularly as 100 milliseconds, the method can be implemented with minimized complexity in current standardized systems.

It may be advantageous if the method is developed by virtue of the message containing a piece of information conveying the direction of travel, position, dimension, type and/or speed of the first road user, particularly vehicle, since each of the cited variables can individually or else in combination - so as to reinforce one another - increase the accuracy of determination of the course of the road. By way of example, the information about the position in combination with the dimension or (vehicle) type allows determination (or at least estimation) of the road boundary lines. The direction of travel and speed can, inter alia, also be used for determining the lane function, i.e. whether a left/right turn lane is involved, for example. These are merely combinations chosen as an example, however.

Preferably, the history is formed such that the data received in the time windows are used to ascertain lanes for the vehicles by computer and to correlate them such that the reference lane, from predetermined lanes at the node of traffic routes, that is taken as a basis for controlling the road users and that corresponds to the geographical profile, particularly for initialization of traffic control, is formed afresh by the correlation maxima and stored. This provides an easy-to-implement and reliable sequence for the determination, since correlation maxima are a strong indication of the course of the lanes. Subsequently storing this allows further refinement at later times. Furthermore, a self-learning system is thus available that is capable of automatically determining and hence also adjusting its traffic topology.

In order to initiate an adjustment, it is possible to use the advantageous development in which the reference lane is updated for stipulated events, particularly timer expiry and/or at least in the event of a discrepancy above a threshold value between a currently ascertained lane and the reference lane. This allows road closures on account of accidents or temporary alternatively longer-term changes, for example, to be ascertained and the traffic control to be adjusted accordingly.

If the transmitted position is ascertained on the basis of a satellite-assisted navigation system, such as GPS, Galileo and/or other national and international navigation satellite systems for position finding, consideration is given to the circumstance, inter alia, that such systems enjoy prevalence in traffic anyway, which means that the invention can be implemented with relatively little complexity. In addition, these systems are also relatively accurate. Alternatives for position finding such as triangulation by means of base stations are also automatically suitable for implementation of the invention.

The invention may also be developed such that the radio transmission/radio reception devices are operated for data transmission on the basis of a dedicated short-range radio communication standard, for particularly what is known as Dedicated Short-Range Communication, “DSRC”. Short-range radio standards of this kind are particularly suitable for communication between vehicles and other mobile road users and, by virtue of the standardization, ensure that the interaction also works. Particularly when integrated with the WLAN standard 802.11, such as 802.11a/b/e/g/n/p and further derivatives thereof, it works very well.

If the radio transmission/radio reception devices according to the invention are intended to be operated in the USA, it is advantageous if they are operated for data transmission on the basis of what is known as the Wireless Access in Vehicular Environments, “WAVE”, standard (IEEE1609) or derivatives thereof.

In this case, a defined radio interface for the radio transmission/radio reception devices is obtained if the radio transmission/radio reception devices are operated for data transmission at least in part on the basis of ETSI standard Intelligent Transportation Systems, ITS, or its derivatives.

Prevalence and/or broad penetration is occasioned in this case by the development in which the radio transmission/radio reception devices are operated for data transmission at least in part on the basis of the standard IEEE802.11 or its derivatives, particularly IEEE 802.11p, since every portable consumer appliance, such as a mobile phone or PDA, now has such a WLAN interface, which means that these appliances can be used for traffic-related communication among road users without great changes. In this case, the development using the IEEE 802.11p derivative is very reliable for quickly moving objects such as motorized vehicles.

It is also conceivable for the radio transmission/radio reception devices or the associated method to perform the communication with road users at least in part on the basis of a mobile radio standard, such as GSM, UMTS, LTE or derivatives thereof. This is advantageous particularly for better penetration and coverage, since pedestrians and cyclists who are in possession of a mobile radio (mobile phone), as already indicated, can likewise be integrated into the communication as road users and it is thus possible for a more comprehensive overall picture of the traffic to be formed.

Further penetration is achieved if the radio transmission/radio reception devices are developed such that they are operated for communication with road users at least in part on the basis of the European standard ETSI TC ITS, the American “Vehicle Safety Communications Program, VSC”, the successor thereto “Connected Vehicle Communications Program” or the Japanese “Advanced Vehicle Safety Program, AVS”. This allows the device according to the invention to be used in different parts of the world.

This is advantageously augmented or there is also the suitable alternative of developing the radio transmission/radio reception devices used in accordance with the method such that they are operated for communication with road users at least in part on the basis of the ISO standard “continuous-air long and medium range”, CALM. This allows the device to be used not only worldwide but also without changes or national adjustments, which is commensurable with the mobility concept of vehicles.

The inventive static device of a system for communication among road users and/or between, mobile, road users and, static, devices of the traffic infrastructure of a “wireless” motor vehicle communication system interacting in an ad-hoc manner has means that determine the geographical position of the second devices at least on the basis of a variable that correlates with communication with the first devices.

The static device according to the invention allows the means to implement the method according to the invention and therefore affords full expansion of the advantages cited for the method according to the invention.

This applies to all developments of the static device that have means for performing the individual developments of the method.

The inventive static device for communication on the basis of a, in particular wireless, motor vehicle communication system interacting in an ad-hoc manner, wherein the communication takes place among road users and/or between road users and traffic infrastructure, is embodied with means such that

-   -   a) in the vicinity of a node of traffic routes, particularly         T-junctions or intersections of traffic routes such as road         junctions or grade crossings, a radio transmission/radio         reception device associated with a first road user continuously         sends a message to at least one second radio transmission/radio         reception device, associated with a device of the traffic     -   infrastructure, that is in a radio coverage area of the first         radio transmission/radio reception device, wherein     -   b) the message is sent in a manner such that the received         message is taken as a basis for ascertaining a first direction         of a change of position of the first road user, and     -   c) the messages are taken as a basis for forming a history about         ascertained directions, and     -   d) a first correlation between the first direction and the         history of directions is ascertained, wherein     -   e) a second correlation with the result of the first correlation         and a reference lane is ascertained, said reference lane being         taken as a basis for control of the road users and corresponding         to the geographical profile, particularly for initialization of         traffic control,     -   f) the first correlation and/or second correlation is/are taken         as a basis for controlling the road users.

The static device according to the invention allows the means to implement the method according to the invention and therefore affords full expansion of the advantages cited for the method according to the invention.

This also applies to all developments of the static device that have means for performing the individual developments of the method.

The invention is explained in more detail by way of example with reference to FIG. 1, in which

FIGS. 1 a-d schematically show the situation of road users in a mobile ad-hoc network and also the individual steps of lane ascertainment, which are represented in accordance with an exemplary embodiment of the invention.

On the basis of the scenario dealt with in FIG. 1, the individual figure portions 1 a . . . 1 d show possible refinements and developments of the invention and also advantages thereof.

The invention improves traffic control systems that are based particularly on satellite-based technology for position finding, such as GPS or Galileo. The reason for this is particularly that such methods are currently very popular in order to allow global position finding. They are therefore also prevalent.

However, these systems are not suitable for affording the accuracy requirements on which the presented scenario is based. This is because such systems have an error of approximately one to two meters, which can increase to errors of up to 30 meters as a result of environment influences and the like.

The solution according to the invention is therefore reliant on moving vehicles, such as automobiles, trucks or trains, continuously sending their information, such as the position, speed and the direction of travel, via air interface (OBU), which is integrated in the automobile or vehicle. Receiving radio reception/radio transmission devices that are mounted in what are known as the roadside unit (RSU) on the infrastructure side, such as road junctions or controllers thereof, traffic lights and train controllers, receive this information and extract the position and the trip or journey information, such as position, speed, direction of travel and vehicle orientation, from these regularly sent messages.

The invention makes use of the RSU knowing the exact topology (geometry) of the lanes of the road or the train or track profiles of the relevant surroundings, such as width of the lane, radius of lanes or the permitted direction of travel.

Since, as mentioned above, the satellite-assisted position that is ascertained by the vehicle can differ from the real position by several meters and hence very rarely matches the exact position of the lane that is known to the RSU, according to the invention the RSU will only know, when a vehicle is in transit in a particular lane, that it is situated exactly at that location when it connects one or combinations of the following procedures as an exemplary embodiment according to the invention in the presented scenario:

-   -   a) Method steps and means that allow the relative position of         the vehicles in relation to one another or at a particular time         to be ascertained,     -   b) Method steps and means that take account of attributes of the         vehicles, such as length, width and type of the vehicle,     -   c) Method steps and means for ascertaining the direction or         orientation of the trip or vehicles at a particular instant,     -   d) Method steps and means that ascertain lanes for the vehicles         within a small time window, for example a few seconds,     -   e) Method steps and means that place these computed lanes above         one another.

Figure portion 1 shows an initial situation, i.e. a scenario in road traffic, at a road junction that is controlled by a traffic light controller TLC. The traffic light controller TLC can optimize the signal phase for a traffic light RSU and the timing only if the knowledge is available concerning how many vehicles are waiting or are traveling in a particular lane A . . . K, namely in a specific direction.

The roadside unit (RSU), which in this scenario is positioned within the traffic light by way of example, continuously receives status information from the vehicles (position, speed, direction of travel, orientation, vehicle type, vehicle dimensions) and is connected to the traffic light controller TLC in this regard for the purpose of controlling the traffic.

Although figure portion la shows only vehicles, pedestrians, cyclists, trains or other road users are not excluded from the invention or the implementation thereof, and their data can likewise be captured and evaluated in accordance with the invention on the basis of the solution according to the invention. By way of example, use of smartphones by pedestrians and/or cyclists allows these to be used for position finding according to the invention, etc., too.

As discussed above, the position information that is used by satellite positioning systems such as GPS or Galileo is not accurate enough and, as already mentioned, can have an error of up to 30 meters.

One concept according to the invention involves the assumption that a position error on account of atmospheric conditions is the same for all satellite receivers in the vehicles. In the exemplary embodiment of the invention, this error is therefore eliminated by virtue of the vehicle movements being compared.

This is clarified in figure portion lb, which conveys an example of the detected positions of the vehicles 1 . . . 10 by means of satellite positioning and direction of travel thereof at a particular instant in a particular specific area, e.g. a road junction.

As can be seen in figure portion 1 b, the poor accuracy of the satellite positioning systems means that the vehicles 1 . . . 10 are not geographically congruent with the respective direction or position of the lanes as stored in the roadside unit RSU. If the relative position of the vehicles 1 . . . 10 in relation to one another is correlated, and with reference to the knowledge of the road junction geometry by the roadside unit RSU, the latter is capable of computing a rough determination of which lane A . . . K is being used by which vehicle 1 . . . 10, so that this can be taken as a basis for traffic control.

In the scenario shown in figure portion 1 b, it is additionally possible to use the representation of the vehicles 1 . . . 10, their positions and the vehicle types and dimensions to identify how the position information and the vehicle dimensions that are received by the roadside unit RSU and that are sent by the vehicles 1 . . . 10 are represented.

This snapshot in time shows that the vehicle 1 is situated to the right in relation to the vehicle 2 and the vehicle 3 is situated to the left in relation to the vehicle 2. In a first approximation, it thus appears that the vehicle 1 is in lane C, vehicle 2 is in lane B and vehicle 3 is in lane A.

A similar consideration is moreover also given to the vehicles 7, 8 and 9. Owing to the orientation of the vehicles, it is now clear that vehicles 7 and 8 are approaching the junction and the vehicle 9 is leaving the junction. Owing to the relative positioning, it can also be seen that vehicle 7 is traveling on the right-hand side in relation to vehicle 8. On the basis of knowledge of the topology (geometry) of the junction, it is now evident in which lanes A . . . K the vehicles 1 . . . 10 are moving, even if the absolute positioning is not clear.

According to a development of this invention, the roadside unit RSU stores the received positions of each vehicle 1 . . . 10 and computes the lanes used for each further vehicle that approaches, waits and also leaves the junction.

FIG. 1 c shows an example of how such computed lane lines for each vehicle as have been ascertained and stored by the roadside unit RSU over a certain time and are shown as dotted lines. The roadside unit RSU overlaps all of these lines, so that a superimposed “overlap” image is produced, and computes the topology of the road junction therefor on the basis of the vehicle movements, i.e. directions (see FIG. 1 d). This thus allows automatic adjustment of the topology, or the topology as distorted by atmospheric disturbances and other errors in the satellite-assisted position finding.

Thus, the invention makes use of the fact that vehicles that are moving in the same lane produce a similar lane, these being able to be taken together and being computed to produce a piece of lane information (lane line history). The more vehicles are considered over time, the better the computed lanes that result therefrom.

According to the invention, the combination of all computed lanes then forms a computed topology that is logically aligned (mapped) with the topology stored in the roadside unit RSU, as can be seen in FIG. 1 d. When a new vehicle approaches the road junction and transmits its attributes, such as position, speed, orientation and dimension, the roadside unit RSU begins to compute the lane lines (also trajectory lines) for this new vehicle.

In parallel therewith, this lane line of the new vehicle is compared with the existing computed topology for lane determination. This new lane line is then placed over the existing lane line map in order to allow refreshed computation of the topology (update). On account of atmospheric errors and the change of positions that are obtained through satellite position systems, computed lane lines vary with respect to time, which thus additionally needs to be taken into account by the roadside unit RSU, as a result of which older lane geometries computed on the basis of the lane lines need to be rejected.

One of the advantages of the invention is therefore inexpensive determination of the position of vehicles in specific lanes within a traffic region, such as a junction, which (have to) use satellite position systems having low accuracy, which means that local traffic inspection/control systems obtain detailed information, such as number of vehicles, speed, direction, which lane is being used, about the vehicles that are moving or waiting in the lanes.

Such control systems are then additionally capable of adjusting to the traffic situation, i.e. adjusting control thereto, such as the signal that needs to be shown, the signal phase, the timing of the traffic light change, specifically for every single approaching road user.

This optimizes the flow of traffic and reduces waiting times, for example red light phases. There is therefore no longer a need for additional highly specialized sensors and junctions or controllers therefor become much less expensive. 

1. A method for communication on the basis of a, in particular wireless, motor vehicle communication system interacting in an ad-hoc manner, wherein the communication takes place among road users and/or between road users and traffic infrastructure, characterized in that a) in the vicinity of a node of traffic routes, particularly T-junctions or intersections of traffic routes such as road junctions or grade crossings, a radio transmission/radio reception device associated with a first road user continuously sends a message to at least one second radio transmission/radio reception device, associated with a device of the traffic infrastructure, that is in a radio coverage area of the first radio transmission/radio reception device, b) the message is sent in a manner such that the received message is taken as a basis for ascertaining a first direction of a change of position of the first road user, c) the messages are taken as a basis for forming a history about ascertained directions, d) a first correlation between the first direction and the history of directions is ascertained, e) a second correlation with the result of the first correlation and a reference lane from predetermined lanes at the node of traffic routes is ascertained, said reference lane being taken as a basis for control of the road users and corresponding to the geographical profile, particularly for initialization of traffic control, f) the first correlation and/or second correlation is/are taken as a basis for controlling the road users.
 2. The method as claimed in the preceding claim, characterized in that when at least two road users are present the history is formed by the traffic infrastructure at least on the basis of a relative position of the road users in relation to one another.
 3. The method as claimed in the preceding claim, characterized in that when at least two road users are present the history is formed by the traffic infrastructure on the basis of the temporal trend in the position of the first road user within a time window.
 4. The method as claimed in the preceding claim, characterized in that the length of the time window is stipulated, particularly as one second.
 5. The method as claimed in one of the preceding claims, characterized in that the road users are controlled such that information from signal transmitters, particularly electronic signs, traffic lights, traffic management systems, is changed on the basis of the first correlation.
 6. The method as claimed in one of the preceding claims, characterized in that the message is at least intermittently sent at periodically repeated intervals in the vicinity, particularly the radio transmission/radio coverage area of the device of the traffic infrastructure.
 7. The method as claimed in the preceding claim, characterized in that the length of the period is stipulated, particularly as 100 milliseconds.
 8. The method as claimed in one of the preceding claims, characterized in that the message contains a piece of information conveying the direction of travel, position, dimension, type and/or speed of the first road user, particularly vehicle.
 9. The method as claimed in one of the preceding claims, characterized in that the history is formed such that the data received in the time windows are used to ascertain lanes for the vehicles by computer and to correlate them, by forming a third correlation, such that the reference lane that is taken as a basis for controlling the road users and that corresponds to the geographical profile, particularly for initialization of traffic control, is formed afresh by the correlation maxima and stored.
 10. The method as claimed in one of the preceding claims, characterized in that the reference lane is updated for stipulated events, particularly timer expiry and/or at least in the event of a discrepancy above a threshold value between a currently ascertained lane and the reference lane.
 11. The method as claimed in one of the preceding claims, characterized in that the transmitted position is ascertained on the basis of a satellite-assisted navigation system, such as GPS, Galileo and/or other national and international navigation satellite systems for position finding.
 12. The method as claimed in one of the preceding claims, characterized in that the data transmission takes place on the basis of a dedicated short-range radio communication standard, particularly what is known as Dedicated Short-Range Communication, “DSRC”.
 13. The method as claimed in one of the preceding claims, characterized in that the data transmission takes place on the basis of what is known as the Wireless Access in Vehicular Environments, “WAVE”, standard IEEE1609 or derivatives thereof.
 14. The method as claimed in one of the preceding claims, characterized in that the data transmission takes place at least in part on the basis of ETSI standard Intelligent Transportation Systems, ITS, or its derivatives.
 15. The method as claimed in one of the preceding claims, characterized in that the data transmission takes place at least in part on the basis of IEEE standard 802.11 or its derivatives, particularly IEEE 802.11p.
 16. The method as claimed in one of the preceding claims, characterized in that a higher-priority first, in particular safety-relevant, data transmission based on IEEE 802.11e or IEEE 802.11p or ETSI IST DCC (Decentralized Congestion Control) is formed.
 17. The method as claimed in one of the preceding claims, characterized in that a lower-priority second, in particular subscriber-individual, data transmission based on IEEE 802.11a/b/g or further derivatives thereof is formed.
 18. The method as claimed in one of the preceding claims, in which the communication with road users takes place at least in part on the basis of a mobile radio standard, such as GSM, UMTS, LTE or derivatives thereof.
 19. The method as claimed in one of the preceding claims, in which the communication with road users takes place at least in part on the basis of the European standard ETSI TC ITS, the American “Vehicle Safety Communications Program, VSC”, the successor thereto “Connected Vehicle Communications Program” or the Japanese “Advanced Vehicle Safety Program, AVS”.
 20. The method as claimed in one of the preceding claims, in which the communication with road users takes place at least in part on the basis of the ISO standard “continuous-air long and medium range”, CALM.
 21. A static device of the traffic infrastructure for communication on the basis of a, in particular wireless, motor vehicle communication system interacting in an ad-hoc manner, wherein the communication takes place among road users and/or between road users and traffic infrastructure, characterized by means that are designed such that a) in the vicinity of a node of traffic routes, particularly T-junctions or intersections of traffic routes such as road junctions or grade crossings, a radio transmission/radio reception device associated with a first road user continuously sends a message to at least one second radio transmission/radio reception device, associated with a device of the traffic infrastructure, that is in a radio coverage area of the first radio transmission/radio reception device, b) the message is sent in a manner such that the received message is taken as a basis for ascertaining a first direction of a change of position of the first road user, c) the messages are taken as a basis for forming a history about ascertained directions, d) a first correlation between the first direction and the history of directions is ascertained, e) a second correlation with the result of the first correlation and a reference lane from predetermined lanes at the node of traffic routes is ascertained, said reference lane being taken as a basis for control of the road users and corresponding to the geographical profile, particularly for initialization of traffic control, f) the first correlation and/or second correlation is/are taken as a basis for controlling the road users.
 22. The static device as claimed in the preceding claim, characterized by means for performing the method as claimed in one of claims 2 to
 20. 